JAYPEE UNIVERSITY OF ENGINEERING & TECHNOLOGY GUNA, M.P.

USE OF WASTE MATERIAL IN MODIFIED BITUMEN FOR ROAD CONSTRUCTION BY: PROJECT GUIDE: HIMANSHU SHEKHAR (101526) PRATEEK KR. SINGH (101546) MR. SHIV SHANKAR BRIJENDRA RAGHUWANSHI LECTURER CE DEPT. (101568)

INTRODUCTION
As the world population grows, so do the amount and type of

waste being generated. Many of the wastes produced today will remain in the environment for hundreds, perhaps thousands, of years. The creation of non-decaying waste materials, combined with a growing consumer population, has resulted in a waste disposal crisis. One solution to this crisis lies in recycling waste into useful products

Four issues are fundamental in the determination of the appropriate use of recycled waste materials in highway construction:

Cost effectiveness Performance Availability Prevailing political climate Total amount of waste generated in India Per Day by Per Person NOW Solid waste per person per day 0.34 kg 2025 Solid waste per person per day 0.7 kg

PROBLEMS OF CONVENTIONAL BITUMEN

FATIGUE CRACK

BLEEDING

POT HOLES

RUTTING

ADVANTAGES OF USING MODIFIED BITUMEN:

Higher Resistance to Deformation at High Temperature Enhanced Deformation Resistance to Low Temperature Cracking Improved Temperature Susceptibility Improved Aging Resistance Improved Adhesion between Aggregate and Binder Higher Fatigue Life of Mixes Delay in Thermal / Reflective Cracking Over all Extended Pavement Surface Life Savings in Total Road Life Costing. Improved Binder Film Thickness Improved Cohesion Improved Workability Improved Fuel Resistance Improved Water Resistance Not detrimental to basic properties of Bitumen and Enhances them.

ADVANTAGES OF USING MODIFIED BITUMEN

Fig 1 Severe rutting on a road built with Unmodified Bitumen, after just two years since completion.

Fig 2 Roads built with Modified Bitumen can have a lifespan of over 6 years.

BINDER USED FOR ROAD SURFACE UNMODIFIED BITUMEN

MODIFIED BITUMEN USED FOR THINNER ROAD SURFACE

OBJECTIVE OF PROJECT
To study current scenario of utility of recyclable portion

of the solid waste. To analyse the performance of Crumb Rubber Modified Bitumen (CRMB) and polymer modified bitumen propose with recycled waste by Dry Process. Determine the optimum replacement of waste.

MATERAILS USED
WASTE PLASTIC

CRUMB RUBBER

(REFERENCE : Journal of Engineering Research and Studies)

Advantages of Plastic Tar Road

A well constructed Plastic Tar Road will result in the following advantages.
Strength of the road increased (Increased Marshall Stability Value) Better resistance to water and water stagnation No stripping and have no potholes. Increased binding and better bonding of the mix. Increased load withstanding property(Withstanding increased load transport) Overall consumption of bitumen decreases. Reduction in pores in aggregate and hence less rutting and raveling. Better soundness property. Maintenance cost of the road is almost nil. The Road life period is substantially increased. No leaching of plastics. No effect of radiation like UV.

CRMB Advantage Over Normal Bitumen :

Higher resistance to deformation at increased road temperature enhances smooth drive comforts, Improved adhesion and bonding with aggregates, Higher softening point, High flow resistance and Higher impact resistance, takes heavy vehicular traffic. Higher skid resistance, Better road grip and smother vehicle break application, which reduces accident chances Higher elongation and tensile strength, increases Elasticity. Reduced thermal sensitivity, which avoids all types of cracks under stress Reduced degree of rutting, improves driving comforts even on higher axle loads Anti- stripping properties. High resistance to moisture / water absorption hence no damage to roads during rains even under improper drainage. Higher aging resistance due to passivity to oxidation (resists degradation on high application temperature as well as during summer. Longer road pavement life and lesser maintenance. No change in pavement laying practice, application and machinery and overall cost reduction.

EXPERIMENTAL METHODOLOGY
1. Bitumen Test Flash and Fire Point Test Softening Point Test Marshall Stability Test Ductility Test
2. Elastic Recovery Test

MANUFACTURNG PROCESS:
1. FOR PLASTIC:

DRY PROCESS Dry process is recommended for isolated works. It is recommended that the percentage of shredded waste plastic will be 8% by CRRI, while the same is specified as 10% by Dr. Vasudevan. However we can adopt 8% as the optimum plastic content for blending the bitumen in the construction of plastic roads. The details of the process are given below. Bitumen of grades 60/70 or 80/100 can be used as binder as in case of conventional method.

MINI HOT MIX PLANT:

The stone aggregate mix (as per specification) is

transferred to the mix cylinder where it is heated to 1650c (as per the IRC specification) and then it is transferred to the mixing paddler (Temperature can be monitored using IR thermometer), while transferring the hot aggregate into the paddler, calculated quantity of shredded plastics is sprayed over the hot aggregate within 30seconds. The sprayed plastic films melts and gets coated over the aggregate, thus forming an oily coating.

FOR RUBBER:
In the wet mix process, rubber and bitumen are digested

together at high temperature to produce a crumb rubber binder. The crumb rubber binder is added to aggregate in a mixing plant in the same way as any other binder. In the dry process, however, dry rubber particles are added to aggregate and bitumen in a pug mill at the asphalt mixing plant. The rubber is usually mixed with the aggregate prior to bitumen addition but is still considered part of the binder. The wet process has the advantage that the binder properties are better controlled, while the dry process is often easier for an asphalt manufacturer to use. To date, the dry process has been mainly used and has produced mixes which have performed successfully in service.

RUBBERISED BLENDER REACTION PROCESS

Recommendations
A dry mix composition has given excellent performance over cracked pavements in road trials. The same mix had good rutting resistance. The mix could be specified as follows: The 14 mm asphalt mix shall contain 8.0% of bitumen and 2.5% of crumb rubber expressed as a percentage of the total mass of the mix. The crumb rubber shall have a maximum particle size of 440 mm and a maximum bulk density of 300 kg/m3. Dry mix asphalt shall be stored for a minimum of half an hour, to allow digestion of the rubber to proceed, before being placed.

CONCLUSION
The High Cost of Polymers is still a cause for concern. Bitumen prices are on the rise. Natural Disasters like flooding which erode roads is another factor

taken into consideration. CRMB AND PMB Should be more actively specified. Advance Economies are still the major users of PMB. Local Road Authorities in Developing Countries should be better informed of the benefits of using Modified Bitumen over standard grades. Increased traffic conditions will and are reducing the life span of roads. Modified bitumen is a means of prevention, and ultimately will be the cure. It will save millions of dollars in the future and reduce the amount of the resources used for construction. Using recycled Polymers and Rubber to make Modified Bitumen helps to Save the Earth and benefit the Environment.

WORK PLAN
100% 90%

SERIES 1:JULY- SEPT : LITERATURE REVIEW SERIES 2:SEPT- OCT : MATERIAL PROCURMENT Series 3 SERIES 3:OCT - DEC : EXPERIMENT WITH PLASTIC (DRY PROCESS)

80%
70% 60% 50% 40%

Series 2
Series 1

30%
20% 10% 0% Category 1

REFERENCE
IRC CODE: SP- 53 2. journal homepage: www.elsevier.com/locate/conbuildmat
1.
National Rural Roads Development Agency Ministry of

Rural Development.
SCIENCE DIRECT.COM

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